Reverse and variable pitch propeller



Nov. 29, 1938. J.1A.7GA| LAGHE2 REVERSE AND VARIABLE-PITCH PROPELLERFiled oct. 6, 1936 ATTORNEY.

Patented Nov. 29, 1938 UNITED STATES PATENT OFFICE 9 Claims.

This invention relates to boat propellers, and has particular referenceto propellers which shall not require the usual clutchand transmissionsystems for reversing the boat or for controlling means associatedtherewith for causing a posi-- l tive and reliable movement in unison ofall propeller blades according tov a simplified arrangement, so that theoperator can quickly change, at

will, to any selected'pitch or degree for forward, neutral or reverseposition of the propeller blades.

Another object ofthe invention' is the pro- ,vision of a boat propellerdevice of vthe nature set forthfwhich affords dependability, free actionof the control, compactness and lightness in weight, freedom fromslippage, inexpensiveness in manufacture and installation, and which isactually adapted to afford added power to the infinite variation that isobtainable in setting. Other advantages of the invention result from thefact that Vthe propeller always runs in the same direction, even whenthe direction of the boat is reversed, so that wear on the stuffingboxes is eliminated; the speed of the boat can be controlledindependently of the speed of the motor; the actuator means for settingthe propeller blades require no lubrication; since the device permitsdirect power transmission fromthe motor to the propeller, frictionallosses are avoided; and at the same time, the operator can manually setthe propeller Whether the same is idle or in use, and without affectingany other parts, the actuator means tending to automatically lock orotherwise retain the propeller blades in any position of their infinitevariety of adjustment. Other objects and advantages of the inventionwill become apparent as the specification proceeds.

With the aforesaid objects in view, the invenfil tion consists in thenovelcombinations and ar' rangements of parts lhereinafter described intheir preferred embodiments, pointed out in the subjoined claims, andillustrated inl the annexed drawing, wherein like parts are designatedvby the same reference characters throughout the sev eral views.

(Cl. P10-163) In the drawing:

Figure 1 is a diagrammatic sectional view in elevation showing a deviceembodying the invention. v

'Fig 2 is an enlarged fragmentary sectional 5 view of the device lookingalong the drive shaft away from the motor.

Fig. 3 is a fragmentary sectional view looking at the opposite side ofthe device to show details of the propeller blade gear setting casing.10

Fig. 4 is a longitudinal sectional view taken on the line 4--4 of Fig.2. l I

Fig. 5 is a transverse sectional view taken on the line 5-5 of Fig.r4. v

Fig. 6 is a transverse sectional view taken on l5 the line 6-6 of Fig.2.

Fig. 7 is a transverse sectional view taken on the line '1 -'I of Fig.4. y j n Fig. 8 is an enlarged vertical sectional view of the means forthe water tight sealing of the 20 propeller shift lever.

The advantages of the invention as here outlined are best realized whenall of its features and instrumentalities are .combined in one and thesame structure, but, useful devices may be 25 produced embodying lessthan the whole.

It will be obvious to those skilled in the art to which the inventionappertains, that the same may be incorporated in several differentconstructions. The accompanying drawing, there- 30 fore, is submittedmerely as showing the'preferred exemplification of the invention.

Referring in detail to the drawing, Ill denotes a device ,embodying theinvention. The same mayV include a boat II Aof any suitable con- 35struction or design. The boat may comprise any desired means includingav motor (notlshown) for causing rotation of a drive shaft I2 that maybe journaled in a bracket I3 alxed to the boat. Mounted on the shaft I2in suitable relation to 40 said bracket is a device I4 embodying theinvention and which'may comprise a propeller having any desired numberof radial propeller blades I5. The means I4 may include actuator meansI6 for setting the'rpropeller blades at a desired 45 angle, ashereinafter setforth in detail. Adapted to suitably operate the actuatormeans I6 is a. shift lever Il which extends vupward into the boat Ilthrough an opening I8 in the bottom thereof. To seal-the opening I8 soas to pre- 50 vent water from flowing into the boat whileypermitting therequisite freedom of movement of the shift lever, I mayprovide a bell I9or conoidal member. The lower edge thereof may be sealingly engaged withthe boat at 25. The upper 55 portion of the member I9 is undercut at2I`to seat a packing 22, which is adapted to compactly surround a ball23 xed on the lever. A packing nut 24 may enclose the packing 22 and maythreadedly engage the member I9. If desired, the ball 23:-may have a'pin or trunnions 25 arranged along a diameter for projecting throughthe packing 22 and into suitable openings into the adjoining part of themember I9 to determine the pivotal axis of the lever I1.

It will be noted that the propeller I is located in any position and atany angle in accordance with approved boat design. In suitable relationy to the propeller, I may provide a rudder (not shown). The lever I1extends upward into the boat for easy accessibility to the operator. Bypositioning the member I9 within the boat, ample space is afforded forthe propeller and rudder,

and without obstruction thereof, and the sealing joint being readilyaccessible for inspection and repair.

Due to the conoidal angle of the member I9, the lever I1 may be shiftedabout its pivot 25 in the longitudinal direction of the boat. Thepacking and ball joint of course co-operate to afford a water tightseal.

The functioning of the actuator means I6 may y be described, in general,as permitting the setting of the propeller blades without interferingwith the rotation of the propeller by the drive shaft I2. "I'he Settingcomprises the simultaneous changing of the working angle of thepropeller blades so as to adjust the effective pitch thereof to a'ydesired angle for propelling the boat forward at any desired speed, orfor driving the boat rearward, or for setting the propeller blades inneutral, without in any way affecting the speed or direction of themotor or of the drive shaft I2. The latter may therefore rotate alwaysin one direction. 'Ihe speed or power output of the motor may, ofcourse, be changed in the well known manner. The setting of thepropeller as defined maybe effected whether the motor is running oridle. These different objects are readily accomplished with vthe aid ofthe shift lever I1, the

arrangement having the added advantage that the manipulation may bealong the drive shaft I2 or an extension thereof, to afford a steady andrigid control without requiring the use of addi-P tional brackets orparts.

The actuator means I6 will now be described in detail.' The same maycomprise a split casing including casing sections 26, 21 sleeved uponthe,v

drive shaft I2. The casing sections may be suitably united along a plane28 which is at right angles to the drive shaft, and'may be rigidlysecured together as by screw elements 29. To supplement the latter, thecasing section 21 may have an axial extension 30 snugly fitted into thecasing section 26, a locknut 3| being threaded on said extension. TheYsaid extension may be cylindrical or the portion within the section 26may be square to prevent relative angular movement between the sections.Thus the section 21 and its extension 30 are sleeved upon the driveshaft so as to mutually reenforce each other. The section 26 is thusmounted upon its companion section 21 so as to be maintained in rigidaline- -ment with each other. Thesection 21 may have an axial elongatedhub portion 32 sleeved upon the drive shaft I2 and keyed thereto at 33in a suitable manner sothat the casing' is non rotatably slidablymounted-upon the drive shaft.

Within the casing sections 26, 21 are angularly spaced chambers forreceiving the gears 34, one

of which is provided for each propeller blade I5. Each chamber consistsof a pair of mating recesses 35 in the sections 26, 21. Communicatingaxially with each gear chamber is a passage for the shaft 36 of eachgear. Said passage may consist of mating recesses 31 which providebearing for veach shaft 36 at opposite sides of the gear 35. Coaxiallyarranged with each passage are the projecting hollow stub shafts 38. Ingeneral, the arrangement is such that the gear chambers, passages forthe shaftsY 36, and the stub shafts 38 are each diametrically splitalong the common plane 28.

Each propeller blade may have its inner end 39 in the shape of a hubwhich is sleeved upon a stub shaft 38, and said hub being suitablyaffixed to a shaft 36. For instance, the hub 39 may be threadedlyconnected at 40 to the stub shaft 38 to aid in retaining the propellerblade and to afford a smooth bearing for the rotation of the propellerblade about its axis. VOf course, the hubs 39 help to secure togetherthe companion sections of a stub shaft 38, and collectively serve toprevent angular movement between the casing sections 26, 21. Likewisethe hub 39 of a propeller blade may be secured to the shaft 36 by atight thread as shown at 4I and in any other feasible manner so as toprevent relative rotation between a shaft 36 and its propeller blade.The thread at 4I serves to additionally anchor the propeller blade inposition. Enough axial play can be provided to permit operation of theparts, and in fact, such clearance need be only slight since the totalrange of angular movement of each propeller blade about its axis neednot exc'eed fourteen degrees, or any other usual desired degree ofpitch.

For operating all the gears 34 as a unit and in equal degrees so thatall the propeller blades shall be exactly the Ysame in position, asuitable unitary means is employed. The latter preferably comprises aplurality ofelements such as racks 42 suitably angularly spaced forindividually engaging the gears 34. rFor this purpose the casingsections 26, 21 provide passages 43 therethrough parallel to the axisthereof and arranged to guide the racks for longitudinal movement inengagement with the gears. I'he section 26 may provide uniform andpowerful engagement with the racks. The latter are so compactly disposedthat each engages one gear, and'hasan adjoining smooth face presented tothe other adjacent gear. For actuating the racks as a unit, va member orshiftV collar 44 may be slidable along the hub 32, with which member theracks may be suitably connected, pivotally or rigidly as may bepreferred.

rIfhe member 44 may constitute a shift collar grooved at 48 to receive ayoke 49 which vconstitutes a part of the lower end of the Ashift leverI1.

It will now be clear that upon moving the lever I1 in one direction, theboat will travel forward, and upon movement thereof in the oppositedirection, the boat will travel rearward. Intermediate movements willcause corresponding changes in the-propeller setting. It will be obviousthat no lubrication will be required for this device, in which thecasing is open to water.

The assembling of the device is accomplished in a simple obvious manner,with all parts doubly interconnected lfor strength. The threads 36 and4I may have like pitchfor simultaneous engagement.

It will be observed that the gear and rack engagement affords a virtualinterlock to keep the blades in set position. Any suitable additionallock may be provided for this purpose.

I claim:

1. A boat propeller having radial blades angularly settable about theirindividual axes, said axes lying in a plane, a rotatable casing splitsubstantially along said plane into two separable parts, hollowtrunnions formed on said casing and each being split along said'plane,the propeller blades having hubs snugly receiving said trunnions andbeing journaled thereon, and releasable means extending through thetrunnions and being secured at one end to the propeller blades andinterlocked at the other end with the casing within the latter to thusoperatively secure the propeller blades to the casing.

2. A boat propeller having a rotatable easing, the latter havingexternally threaded hollow trunnions disposed along a plane at rightangles to the axis of rotation of the casing, the casing being splitalong said plane into separable sections, propeller blades havinginternally threaded hubs for a running engagement' with the trunnionthreads and the hubs serving tosecure together the casing sections, andmeans lockingly journaled with the casing within the same and extendingalong said plane through the trunnions and having threaded axialconnection with the propeller bladesw to additionally secure the latter.

3. A boat propeller having a rotatable casing, the latter havingexternally threaded hollow trunnions disposed along a plane at rightangles to the axis of rotation of the casing, the casing being splitalong said plane into separable sections, propeller blades havinginternally threaded hubs for a running engagement with the trunnionthreads and the hubs serving to secure together the casing sections,rods in said plane extending through the trunnions and having tightlythreaded axial connection at their outer ends with the adjacent ends ofthe propeller blades, pinions secured to the inner ends of said rods,the casing sections having complemental recesses in which the pinionsare journaled to serve as thrust collars so that the rods serve toadditionally secure the propeller blades, and

means for rotating the pinions to turn the rods to angularly set thepropeller blades.

4. A boat propeller having a rotatable casing provided with hollowradial trunnons extending along a plane at right angles to the axis ofrotation of the casing, the casing being split along said plane intoseparable sections, propeller blades having end hubs journaled on saidtrunnions and serving to secure together the casing sections, and meansfor angularly setting the Working faces of the propeller blades,including shafts lying along saidv plane and extending through saidtrunnions into securement to the adjacent ends of the propeller blades,pinions on said shafts, said means having thrust bearing engagement withthe casing therewithin so that the shafts retain the propeller blades onthe casing, and means for rotating the pinions.

5. A boat propeller according to claim 4 wherein the securement of saidshafts to the propeller blades is in the nature of a tight threadedconnection.

6. A boat propelleaccording to claim 4 wherein the said thrustengagement is effected directly between the outermost faces of thepinions and walls of the casing opposed thereto.

7. A boat propeller according to claimld wherein the said hubs andtrunnions" have axial thread interengagement.

8. A boat propeller according to claim 4 wherein one casing section isformed with an opening about said axis of rotation, the other sectionhaving an integral tubular extension extending into said opening andserving to interconnect the casing sections, and a drive shaft extendingthrough said casing sections and the tubular extension.

9. A boat propeller having a casing rotatable about an axis, said casinghaving radial hollow trunnions lying along a plane at right angles tosaid axis, said casing and trunnions being split into separable partsalong said plane, propeller blades secured to said casing and havinghubs receiving said trunnions and thus serving to hold together theparts of the casing, and means in the casing for adjusting the rworkingangle of the propeller blades, said means having connection with thelatterthrough the hollow trunnions.

JAMES A. GAILAGHER.

